Multi-material vehicle roof stiffener

ABSTRACT

A vehicle roof stiffener includes at least one fiber reinforced polymer (FRP) portion and at least one metal or metal alloy portion. The FRP portion includes at least one transition structure including a metal or a metal alloy. At least some of the fibers of the FRP portion are embedded in the transition structure. The metal or metal alloy portion is secured to the transition structure of the FRP portion. In an example vehicle roof stiffener, the metal portion extends parallel to a longitudinal axis of a vehicle, and the FRP portion extends transverse to the longitudinal axis. The example vehicle roof stiffener may include a front FRP portion, a rear FRP portion, and two metal side portions. The metal side portions and the FRP portions may be joined by welding the transition structures to the metal portions.

BACKGROUND

Traditional vehicle roofs include a metal stiffener component. The metalstiffener component provides structural support to a relatively thinroof panel and helps the vehicle maintain its shape. The metal stiffenercomponent, however, adds significant weight to the vehicle above acenter of gravity of the vehicle. Therefore, the heavy weight of themetal stiffener component decreases the amount of lightweighting thatcan occur below the roof without raising the center of gravity of thevehicle.

In view of the foregoing, there is a need for improved vehicle roofstiffeners. Further advantages will become apparent from the disclosureprovided below.

SUMMARY

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the DETAILEDDESCRIPTION. This summary is not intended to identify key features ofthe claimed subject matter, nor is it intended to be used as an aid indetermining the scope of the claimed subject matter.

In an aspect, the disclosure provides a vehicle roof stiffener. Thevehicle roof stiffener may include a fiber reinforced polymer (FRP)portion including at least one transition structure comprising a metalor a metal alloy. At least some of the fibers of the FRP portion areembedded in the transition structure. The vehicle roof stiffener mayinclude at least one metal or metal alloy portion secured to thetransition structure of the FRP portion.

In another aspect, the disclosure provides a method of manufacturing avehicle roof. The method may include providing at least one FRP portionof a roof stiffener including a plurality of metal tabs having fibertows embedded therein. The method may include joining the plurality ofmetal tabs of the FRP portion to at least one metal portion to form theroof stiffener having a central opening.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features believed to be characteristic of the disclosure areset forth in the appended claims. In the descriptions that follow, likeparts are marked throughout the specification and drawings with the samenumerals, respectively. The drawing figures are not necessarily drawn toscale and certain figures may be shown in exaggerated or generalizedform in the interest of clarity and conciseness. The disclosure itself,however, as well as a preferred mode of use, further objects andadvances thereof, will be best understood by reference to the followingdetailed description of illustrative aspects of the disclosure when readin conjunction with the accompanying drawings, wherein:

FIG. 1 is a perspective view of a vehicle body.

FIG. 2 is a top view of an example vehicle roof stiffener, according toan aspect of the disclosure.

FIG. 3 is a bottom view of the example vehicle roof stiffener of FIG. 2and a roof panel, according to an aspect of the disclosure.

FIG. 4 is a bottom view of the example vehicle roof stiffener of FIG. 2joined to a partial vehicle frame, according to an aspect of thedisclosure.

FIG. 5 is a perspective view of an interface between the example vehicleroof stiffener and the vehicle frame of FIG. 4, according to an aspectof the disclosure.

FIG. 6 is a perspective view of another example vehicle roof stiffener,according to an aspect of the disclosure.

FIG. 7 is a top view of the example vehicle roof stiffener of FIG. 6.

FIG. 8 is an exploded top perspective view of a rear corner of theexample vehicle roof stiffener of FIG. 6, according to an aspect of thedisclosure.

FIG. 9 is an exploded bottom perspective view of the rear corner of theexample vehicle roof stiffener of FIG. 6, according to an aspect of thedisclosure.

FIG. 10 is an exploded top perspective view of a front corner of theexample vehicle roof stiffener of FIG. 6, according to an aspect of thedisclosure.

FIG. 11 is an exploded bottom perspective view of a front corner of theexample roof stiffener of FIG. 6.

FIG. 12 is a side perspective view of an interface between an FRPcomponent and a metal component, according to an aspect of thedisclosure.

FIG. 13 is a bottom perspective view of the interface between an FRPcomponent and a metal component of FIG. 12, according to an aspect ofthe disclosure.

FIG. 14 is a top view of an interface region including transitioncomponents.

FIG. 15 is a flowchart illustrating an example method of manufacturing avehicle roof, according to an aspect of the disclosure.

FIG. 16 is top view of a roof stiffener subject to a racking motion.

DETAILED DESCRIPTION

The following includes definitions of selected terms employed herein.The definitions include various examples and/or forms of components thatfall within the scope of a term and that may be used for implementation.The examples are not intended to be limiting.

A “vehicle,” as used herein, refers to any manned or unmanned structurecapable of moving and is powered by any form of energy. The term“vehicle” includes, but is not limited to: cars, trucks, vans, minivans,SUVs, motorcycles, scooters, boats, personal watercraft, submersibles,aircraft, and spacecraft. In some cases, a motor vehicle includes one ormore engines.

It should be understood that the description and drawings herein aremerely illustrative and that various modifications and changes can bemade in the structures disclosed without departing from the presentdisclosure. In general, the figures of the example vehicle roofstructure are not to scale. As used herein, lateral directions aretransverse across the vehicle, i.e., left and right directions.Likewise, longitudinal directions refer to forward and rearwarddirections of vehicle travel, and the vertical directions relate toelevation, i.e., upward and downward directions. It will also beappreciated that the various identified components of the examplevehicle roof structure disclosed herein are merely terms of art that mayvary from one manufacturer to another and should not be deemed to limitthe present disclosure.

Generally described, the present disclosure provides for a vehicle roofstiffener including at least one metallic portion joined to at least onefiber reinforced polymer (FRP) portion. The at least one metallicportion and the at least one FRP portion may be joined by a metal ormetal alloy transition structure including fiber embedded therein. Thetransition structure may be in the shape of an insert or tab. Althoughthe transition structure is described herein as being a tab, thetransition structure is not limited to any shape or geometry. The fibermay extend from the metallic tab. The FRP portion may include multiplelayers of FRP with the fiber of the transition structure interleavedwith the layers of FRP. Accordingly, the transition structure may form apermanent integrated feature of the FRP portion. The transitionstructure, because it is metal, may be welded to the metallic portion,e.g., via resistance spot welding. Accordingly, a strong permanentattachment between the metallic portion and the FRP portion may providestructural rigidity to the roof stiffener. In an aspect, the FRP portionmay include carbon fibers. Other fibers that could be used include glassfibers, aramid fibers, polyparaphenylene-benzobisethiazole (PBO) fibers,ceramic fibers such as SiC, and any combinations thereof.

The use of a FRP portion where traditional roof stiffeners use metal mayreduce the weight of the roof stiffener. The use of integratedtransition structures including fiber embedded within a metallic tab mayallow use of metal to metal joining techniques that do not damage theFRP portion. Accordingly, the structural properties of the FRP portionmay be greater than that of a solid metal roof stiffener. Additionally,the FRP portion may be more resistant to a racking motion (e.g.,collapsing and opening at opposing corners) than metal roof stiffeners,contributing to an increase in body rigidity. An example of a roofstiffener 700 experiencing a racking motion is illustrated in FIG. 16.

Turning to the figures, where like reference numbers refer to likecomponents, FIG. 1 illustrates an example vehicle body 104, which maysupport a metal alloy vehicle roof structure (not shown) attached to themetal alloy vehicle body 104. As schematically shown in FIG. 1, thevehicle body 104 includes a pair of laterally spaced body members 112,114 for defining sides of a passenger compartment 116 and a front roofrail 118 and a rear roof rail 120 spanning between the body members. Across member or roof bow 122 interposed between the front and rear roofrails 118, 120 extends between the spaced body members 112, 114. Thebody members together with the front and rear roof rails 118, 120support the vehicle roof structure over the passenger compartment 116.The spaced body members 112, 114 partially define a door frame.

FIG. 2 illustrates an example vehicle roof stiffener 200. The vehicleroof stiffener 200 may include metal side portions 210, a front FRPportion 220, and a rear FRP portion 240 joined together to define acentral opening 260. The metal side portion 210 may form a side of thevehicle roof stiffener and extend substantially parallel to alongitudinal vehicle axis. That is, the metal side portion 210 mayextend along a side of the vehicle from front to back. The front FRPportion 220 may extend transverse to the longitudinal vehicle axis at afront of the vehicle roof. The rear FRP portion 240 may extendtransverse to the longitudinal vehicle axis as a rear of structuralsupport for the roof.

Each metal side portion 210 may be a generally elongated frame memberhaving a generally channel-like structure. For example, the metal sideportion 210 may include an inner lip 212, a recessed central channel214, and an outer lip 216. The channel-like structure of the metal sideportions 210 may provide structural rigidity to help stiffen a roofassembly. The metal side portion 210 may be formed using conventionalmetal processes such as stamping a metal sheet. The metal side portion210 may be formed of any metal or combination of metals compatible withthe techniques disclosed herein. For example, the metal side portion 210may be formed of steel, aluminum, magnesium, titanium, cobalt,beryllium, nickel, columbium, tantalum, tungsten, and alloys thereof, orother structural alloys.

The front FRP portion 220 may also be a generally elongate frame memberhaving a generally channel-like structure. For example, the front FRPportion 220 may include an inner lip 222, a recessed central channel224, and an outer lip 226. The channel-like structure of the front FRPportion 220 may provide structural rigidity to help stiffen a roofassembly. The front FRP portion 220 may include the two front corners ofthe roof stiffener 200. The front FRP portion 220 may extend across theentire front of the roof stiffener 200. The front FRP portion 220 mayalso include rearward projections 228 such that the ends of the frontFRP portion 220 face longitudinally rearward and the edge of therearward projections 228 is transverse to the longitudinal axis.Accordingly, the rearward projections 228 may mate with the forwardfacing ends of the metal side portions 210.

The front FRP portion 220 may include one or more transition structureshaving fiber tows embedded within a metal tab. For example, the frontFRP portion 220 may include inner transition structures 232, middletransition structures 234, and outer transition structure 236 located onthe rearward projections 228. The inner transition structures 232 may belocated at ends of the inner lip 222. The middle transition structure234 may be located at ends of the central channel 224. The outertransition structure 236 may be located at ends of the outer lip 226. Inan aspect, the outer transition structure 236 may be an elongatedtransition structure that extends along an entire side of the front FRPportion 220. As discussed in further detail below, the transitionstructure 236 may be welded to a vehicle frame member.

In an aspect, the transition structures described herein may includefiber tows embedded using ultrasonic additive manufacturing (UAM). UAMtechniques for embedding fibers are described in, for example, Hahnlenand Dapino, “Active Metal-matrix Composites with Embedded SmartMaterials by Ultrasonic Additive Manufacturing,” Proceedings of SPIE—TheInternational Society for Optical Engineering 7645:15, March 2010, whichis incorporated herein by reference. The metal tab may be formed of anymetal compatible with the techniques disclosed therein. For example, themetal tab may be formed of steel, aluminum, magnesium, titanium, cobalt,beryllium, nickel, columbium, tantalum, tungsten, and alloys thereof, orother structural alloys. The fiber tows may extend out from edges of themetal tab. The transition structure may be embedded within the front FRPportion 220 during manufacture of the front FRP portion 220. Forexample, the fiber tows may be interleaved with fiber fabric forming thefront FRP portion 220, prior to consolidating the fiber fabric.Accordingly, the metal tabs may form an integrated portion of the frontFRP portion 220. The surface of the metal tabs may be exposed. In someaspects, one or more edges of the metal tabs may form an edge of thefront FRP portion 220.

The rear FRP portion 240 may also be a generally elongate frame memberhaving a generally channel-like structure similar to the front FRPportion 220. For example, the rear FRP portion 240 may include an innerlip 242, a recessed central channel 244, and an outer lip 246. The rearFRP portion 240 may also include one or more transition structureshaving fiber tows embedded within a metal tab. For example, the rear FRPportion 240 may include inner transition structures 252, middletransition structures 254, and outer transition structure 256. The innertransition structures 252 may be located at ends of the inner lip 242.The middle transition structure 254 may be located at ends of thecentral channel 244. The outer transition structure 256 may be locatedat ends of the outer lip 246. In an aspect, the outer transitionstructure 256 may be an elongated transition structure that extendsalong an entire side of the rear FRP portion 240. As discussed infurther detail below, the transition structure 256 may be welded to avehicle frame member. The transition structures 252, 254, 256 may havesimilar shapes and construction as the corresponding transitionstructures 232, 234, 236, respectively.

The transition structures 232, 234, 236, 252, 254, 256 may be joined(e.g., welded) to the metal side portions 210 to form the roof stiffener200. For example, the roof stiffener may be generally trapezoidal orrectangular and define a central opening 260. The roof stiffener 200 maybe mounted to a vehicle frame to provide support for a roof panel. Theroof stiffener 200 may also support a glass assembly such as a panoramicroof, sun roof, or moon roof.

Turning to FIG. 3, the example vehicle roof stiffener 200 may beattached to a roof panel 270. For example, the roof panel 270 may bejoined to a top surface of the roof stiffener 200 (e.g., along innerlips 212, 222, 242, outer lips 216, 226, 246). The roof panel 270 mayalso extend from the roof stiffener 200 (e.g., rearward) withoutsupport. The extending portion of the roof panel 270 may be attached toa vehicle frame (e.g., by welding or other metal-to-metal joiningtechniques). In an aspect, the roof panel 270 may be aluminum or analloy thereof and may be joined to the transition structures 236, 256 bywelding.

Also visible in FIG. 3 are metal flanges 218 at the ends of metal sideportions 210. The metal flanges 218 may be located where the metal sideportions 210 overlap the front FRP portion 220 or the rear FRP portion240. The metal flanges 218 may be offset from the remainder of the metalside portions 210 and receive the respective front FRP portion 220 orrear FRP portion 240. The transition structures (not visible) may bejoined (e.g., welded) to the top surface of the metal flanges 218. Itshould be appreciated that the relative locations of the metal flanges218 and the FRP portions may be reversed such that the metal flanges 218are located on top and the FRP portions including the transitionstructures are located on the bottom. In an aspect where the elongatedouter transition structures 236, 256 form the side edges of therespective FRP portions, part of the elongated outer transitionstructures 236, 256 extending from the respective metal flange 218 tothe corners may form a bottom surface of the roof stiffener 200.

FIG. 4 shows the example vehicle roof stiffener 200 joined to a partialvehicle frame 302, according to an aspect of the disclosure. The vehicleframe 302 may include a side body member 312, which may correspond tothe body member 112 (FIG. 1). The side body member 312 may include afront pillar 342 (which may also be referred to interchangeably as an “Apillar”), a middle pillar 344 (“B pillar”), and a rear pillar 346 (“Cpillar”) that support a door frame 340. The roof stiffener 200 may bejoined to the vehicle frame 302 at the door frame 340.

Joining different materials such as FRP and metal may present variousissues. In particular, using fasteners that pierce the FRP such as boltsor rivets may reduce the structural integrity of the FRP. Designs mayuse thicker layers of FRP to accommodate such fasteners, but the thickerlayers add weight and cost. The integration of the transition structures336, 356 may allow the FRP portions of the roof stiffener to be attachedto the vehicle frame using conventional metal to metal joiningtechniques such as but not limited to resistance spot welding, metalinert gas (MIG) welding, other welding, brazing, fasteners (e.g.,screws, bolts, rivets), clinching, and hemming. In an aspect, thevehicle frame 302 may include steel, the metal side portions 210 may bealuminum, and the transition structures 236, 256 may include aluminum.The aluminum portions may be joined to the steel vehicle frame 302 usingan adhesive and a fastener.

FIG. 4 also shows a glass assembly 320 mounted to the roof stiffener200. The glass assembly 320 may be, for example, a panoramic glassassembly. The glass assembly 320 may be located in the central opening260 of the roof stiffener 200. The glass assembly 320 may include one ormore glass panes 322 supported by a frame 324. The frame 324 may allowone or more of the glass panes 322 to be retracted (e.g., to open a sunroof). The frame 324 may be attached to the roof stiffener 200 along aperimeter of the frame 324 and the inner lips 212, 222, 242 of the roofstiffener 200. The frame 324 may be mounted to the metal side portions210 and the FRP portions 220, 240 using different techniques and/orfasteners. For example, the frame 324 may be mounted to the metal sideportions 210 using fasteners 328 such as nuts and bolts, or rivets thatextend through holes in both the frame 324 and the metal side portion210. The FRP portions 220, 240 may include a T-stud 826 adhesivelybonded to the surface of the FRP portions. The T-stud 826 may have agenerally flat bonding surface and a threaded shaft extending normallyto the bonding surface. The threaded shaft may be placed through holesin the frame 324 and secured with a nut. Because the glass assembly 320is not a structural member of the vehicle, the adhesive bond may havesufficient strength. The use of the T-studs may eliminate the need topierce the FRP portions.

FIG. 5 is a perspective view of an interface between the example vehicleroof stiffener 200 and the vehicle frame 302. The door frame 340 maycontact the metal side portion 210 along the outer lip 216 and besecured using metal to metal techniques (e.g., spot welds). Similarly,the door frame 340 may contact the elongated outer transition structures236, 256 and be secured using metal to metal techniques (e.g., spotwelds). In an aspect, a bracket 348 may also be used to secure the roofstiffener 200 to the door frame 340 or a pillar (e.g., rear pillar 346).As illustrated in FIG. 5, the bracket 348 may be mounted to the rear FRPportion 240. As discussed above, the FRP portion 240 may includeadditional layers in the region of the bracket 348 to provide sufficientstructural integrity. In another aspect, one or more transitionstructures including embedded fiber may be located at the connection tothe bracket 348. For example, the one or more transition structures maybe integrated into the middle of the FRP portion 240. The bracket 348may then be welded or fastened to the transition structure.

FIG. 6 is a perspective view of another example vehicle roof stiffener400, according to an aspect of the disclosure. FIG. 7 is a top view ofthe example vehicle roof stiffener 400. The roof stiffener 400 mayinclude metal side portions 410, a front FRP portion 420, and a rear FRPportion 440, which may correspond to the metal side portions 210, frontFRP portion 220, and rear FRP portion 240, respectively. The roofstiffener 400 may also define a central opening 460, where a glassassembly 320 may be mounted. The roof stiffener 400 may differ from theroof stiffener 200 in that the metal side portions 410 may extend to therear corners of the roof stiffener 400. The joint between the metal sideportions 410 and the rear FRP portion 440 may be located on a rear sideof the roof stiffener 400. The rear FRP portion 440 may be generallystraight and include inner transiton structures 452, middle transitionstructures 454, and outer transition structures 456 located at oppositeends. In contrast to the outer transition structure 256, the outertransition structures 456 may be relatively shorter because the roofstiffener 400 may be joined to the vehicle frame along a rear flange 462of the metal side portion 410. For example, the outer transitionstructure 456 may be approximately the same length as the middletransition structure 454. Additionally, the metal side portion 410 mayinclude through holes 464 for attaching to the bracket 348. Accordingly,the roof stiffener 400 may avoid placing fasteners through the rear FRPportion 440.

FIG. 8 is an exploded top perspective view of a rear corner of theexample vehicle roof stiffener 400. FIG. 9 is an exploded bottomperspective view of the rear corner of the example vehicle roofstiffener 400. The metal side portion 410 may include a flange 472. Theflange 472 may extend laterally inward from the metal side portion 410.The flange 472 may have a shape corresponding to a bottom surface of theend of the rear FRP portion 440 including the transition structures 452,454, 456. The length of the flange 472 may be approximately the same asthe length of one or more of the transition structures 452, 454, 456.The top surface of the flange 472 may be offset (e.g., lowered) by adistance approximately equal to the thickness of the rear FRP portion440. Accordingly, when the rear FRP portion 440 is joined to the flange472, a top surface of the rear FRP portion 440 may be level with a topsurface of the metal side portion 410. As best seen in FIG. 9, thetransition structures 452, 454, 456 are exposed on the underside of theFRP portion 440 and contact the flange 472.

FIG. 10 is an exploded top perspective view of a front corner of theexample vehicle roof stiffener 400. FIG. 11 is an exploded bottomperspective view of the front corner of the example vehicle roofstiffener 400. The front corner of the vehicle roof stiffener 200 may besimilar to the front corner of the vehicle roof stiffener 400. The metalside portion 410 may include a flange 476 at the forward end. The flange476 may have a shape corresponding to the end of the front FRP portion420 including the transition structures 432, 434, 436. Similar to theflange 472, the flange 476 may be offset such that the end of the frontFRP portion 420 may be received on the flange 476 and the top surfacesof the front FRP portion 420 and the metal side portion 410 may belevel. The bottom surfaces of the transition structures 432, 434, 436may contact and be secured to the flange 476. It should be noted thatthe outer transition structure 436 may be significantly longer than theflange 476 and extend to the front corner of the front FRP portion 430.That is, a first portion of the outer transition structure 436 maycontact and be joined to the flange 476 and a second portion of theouter transition structure 436 may extend beyond the flange 476 and bejoined to the vehicle frame (e.g., at door frame 340).

FIG. 12 is a side perspective view of an interface between the front FRPportion 420 and the metal side portion 410. FIG. 13 is a bottomperspective view of the interface between a FRP component and a metalcomponent of FIG. 10. A similar interface may be present between themetal side portion 210 and the front FRP portion 220. As best seen inFIG. 10, the inner transition structure 432 may be integrated within thefront FRP portion 420 such that a top surface of the inner transitionstructure 432 is level with the top surface of the front FRP portion420. Similarly, the outer transition structure 436 may be integratedwith the front FRP portion 420 to form a level top surface.Additionally, the offset of the flange 476 allows the front FRP portion420 to seat on the flange 476 such that the top surfaces of the frontFRP portion 420 and the metal side portion 410 are level. As best seenin FIG. 11, the outer transition structure 436 may be joined to theflange 476 at one end and extend beyond the flange 476. Accordingly, thebottom surface of the outer transition structure 436 may be exposed forjoining to the vehicle frame. The front FRP portion 420 may be joined tothe metal side portion 410 at the flange 476 by welding (e.g., usingresistance spot welding) at each of the transition structure 432, 434,436. Additionally, an adhesive or sealant may be placed between thefront FRP portion 420 and the flange 476. Similar techniques may be usedat each interface between the metal side portions 410 and the FRPportions in both the example roof stiffeners 200 and 400.

FIG. 14 illustrates further details of the transition structures locatedin an interface region 500 of the example roof stiffener 400. Thetransition structures may be designed for a planned joining technique.For example, where spot welding is used, the transition structures maybe designed to accommodate one or more spot welding locations. Forexample, the inner transition structures 432 may have fibers extendingfrom three sides 502. A fourth side 504 that forms an edge of the frontFRP portion 420 may not include fibers. The fibers may extend inwardfrom the three sides 502 such that a loop of fiber is embedded withinboth the metal tab and the FRP. In one aspect, the metal tab of innertransition structure 432 may be approximately 25 mm by 25 mm, which mayaccommodate a central spot weld in a central fiber free region 506. Inanother aspect, the length of the metal tab may be extended to allow twoor more spot welds. Similarly, the middle transition structure 434 mayinclude embedded fiber on three sides 512 and a free side 514 that formsthe edge of the front FRP portion 220. The recessed central channel 424may be larger than the inner lip 422, so an elongated metal tab may beoriented either longitudinally or transversely. In an aspect, anintended location 516 for a spot weld may be left free of fiber toprevent possible damage to the fiber. For example, a longitudinallyoriented metal tab may have a length of at least 50 mm, preferablyapproximately 60 mm, and a width of approximately 25 mm. Starting fromthe edge, the metal tab may have fibers embedded in the first 12 mm, afirst fiber free region 518 of approximately 5 mm, fibers embedded foranother 25 mm, a second fiber free region 518 of approximately 5 mm,then fibers embedded along the sides and end of the metal tab.Accordingly, the example longitudinally oriented tab of the middletransition structure 234 may accommodate two locations 516 for spotwelds. An example outer transition structure 236 may have fiber embeddedalong one of the long edges 522. The remaining sides 524 may form thecorner of the front FRP portion 420 and may not have any embeddedfibers. For example, the outer transition structure 436 may form theentire outer lip 426 along the longitudinal edges of the front FRPportion 220. The outer transition structure 436 may accommodate spacedapart spot welds along the entire length. It should be appreciated thatalthough examples of tab shapes are provided, additional tab shapes maybe designed based on the specific structure of the metal portion and FRPportion being joined. For example, fibers may be located in thetransition structures of FIG. 2 to accommodate locations for spotwelding.

FIG. 15 is a flowchart illustrating an example method 600 ofmanufacturing a vehicle roof. The vehicle roof may include a roofstiffener 200, 400. The method 600 may be performed by an operator usingequipment including an ultrasonic welding machine and othermanufacturing tools and apparatuses known in the art. Although themethod 600 is described below with respect to actions performed by anoperator, one or more of the steps described herein may be automated(e.g., performed by a robotic arm).

In block 602, the method 600 may include providing at least on FRPportion of a roof stiffener including fiber embedded in a metal tab. Inan aspect for example, one or more of the front FRP portions 220, 420and/or the rear FRP portions 240, 440 may be provided. For example, onefront FRP portion 220 and one rear FRP portion 240 may be provided tomake the roof stiffener 200. Providing the at least one FRP portion mayinclude manufacturing the at least one FRP portion as illustrated inblocks 604, 606, 608.

In block 604, block 602 may include providing a plurality of transitioncomponents comprising the plurality of metal tabs having the embeddedfiber tows extending therefrom. As discussed above, the plurality oftransition components may be manufactured using UAM to embed fiber towswithin each metal tab. The fiber tows may extend from the sides of themetal tab that are to contact the FRP portion. The fiber tows may alsobe woven to form a fabric, or tows of a fabric may be embedded withinthe metal tab.

In block 606, block 602 may include interleaving the fibers tows withlayers of fiber fabric. In an aspect, for example, the layers of fiberfabric may be carbon-fiber fabric cut to the shape of the FRP portion.The layers may include a cutout in the location of the transitionstructures. The metal tabs of the transition components may be placed inthe cutouts with the fiber tows extending over a layer of carbon-fiberfabric. Another layer of carbon-fiber fabric may then be placed over thefiber tows. Multiple layers may be interleaved to integrate thetransition component with the fiber layers.

In block 608, block 602 may include consolidating the layers of fiberfabric to form the FRP portion. In an aspect, for example, theconsolidating may include any process for binding fiber layers used tomanufacture FRP components. For example, consolidating may includeinfusing the fiber layers with resin and curing the resin using anautoclave or hot-press mold. The FRP component formed may be a FRPportion of the roof stiffener.

In block 610, the method 600 may include joining the FRP portion to themetal portion. For example, the front FRP portion 220, 420 and/or therear FRP portion 240, 440 may be joined to one or more metal sideportions 210, 410. In block 612, block 610 may include spot welding thetransition components to the metal portion. For example, the front FRPportion 420 may be joined to the metal side portion 410 at the flange476 by spot welding (e.g., using resistance spot welding) at each of thetransition structures 432, 434, 436. Alternatively, other known metal tometal joining techniques (e.g., MIG welding, brazing, fasteners,clinching, and hemming, all with or without adhesives or sealers) may beused. Additionally, block 610 may include applying an adhesive orsealant between the front FRP portion 420 and the flange 476 and betweenthe rear FRP portion 240 or 440 and flange 472.

In block 614, the method 600 may optionally include providing the roofstiffener to a vehicle assembly facility. In an aspect, for example, oneor more of the roof stiffeners 200, 400 may be provided to a vehicleassembly facility. The roof stiffeners 200, 400 may be compatible withexisting vehicle assembly lines. Accordingly, the roof stiffeners 200,400 may be mounted to the vehicle using traditional tools.

In block 616, the method 600 may optionally include mounting the roofstiffener on a vehicle frame. In an aspect, for example, the roofstiffener 200, 400 may be mounted to the vehicle frame 302. In animplementation, the roof stiffener 200, 400 may be attached to thevehicle frame 302 using spot welds along the outer lips 216, 416, and/orrear flange 462 and the transition structures 236, 256, 436, 456. Theroof stiffener 200, 400 may also be attached to one or more brackets 348with fasteners.

In block 618, the method 600 may optionally include mounting a roofpanel to the roof stiffner. In an aspect, for example, the roof panelmay be welded to the roof stiffener 200, 400 at the transitionstructures. For example, spot welds may be placed along the metal sideportion 210, and at the transition structures 236 and 256 between thestiffener, roof skin, and door frame/vehicle structure. Also, the roofskin may be hemmed to the roof stiffener 200 along the inside edgeformed by the free edges of inner lips 212, 222, and 242.

It will be appreciated that various implementations of theabove-disclosed and other features and functions, or alternatives orvarieties thereof, may be desirably combined into many other differentsystems or applications. Also that various presently unforeseen orunanticipated alternatives, modifications, variations, or improvementstherein may be subsequently made by those skilled in the art which arealso intended to be encompassed by the following claims.

What is claimed is:
 1. A vehicle roof stiffener, comprising: a fiberreinforced polymer (FRP) portion including at least one transitionstructure comprising a metal or a metal alloy, at least some of thefibers of the FRP portion are embedded in the transition structure; andat least one metal or metal alloy portion secured to the transitionstructure of the FRP portion.
 2. The vehicle roof stiffener of claim 1,wherein the at least one metal portion and the at least one FRP portiondefine a central opening.
 3. The vehicle roof stiffener of claim 2,further comprising studs attached to a surface of the FRP portionproximate the central opening for mounting a glass assembly.
 4. Thevehicle roof stiffener of claim 3, further comprising openings withinthe at least one metal portion proximate the central opening formounting the glass assembly.
 5. The vehicle roof stiffener of claim 1,further comprising at least one elongated transition structure, whereinat least some of the fibers of the FRP are embedded within a metal ormetal alloy tab of the elongated transition structure extending along anedge of the FRP portion.
 6. The vehicle roof stiffener of claim 5,further comprising a vehicle frame attached to the at least oneelongated transition structure, wherein the vehicle frame is a metalalloy and the at least one elongated transition structure comprisesaluminum.
 7. The vehicle roof stiffener of claim 5, further comprising avehicle roof panel welded to the at least one elongated transitionstructure, wherein the vehicle roof panel comprises aluminum and the atleast one elongated transition structure comprises aluminum.
 8. Thevehicle roof stiffener of claim 1, wherein an interface, between the atleast one metal portion and the at least one FRP portion, includes anoffset flange in the at least one metal portion, wherein the transitionstructure fills at least a portion of the offset.
 9. The vehicle roofstiffener of claim 1, wherein the transition structure is connected tothe at least one metal portion via at least one spot weld.
 10. Thevehicle roof stiffener of claim 1, wherein the at least one metalportion extends parallel to a longitudinal axis of a vehicle and the atleast one FRP portion extends transverse to the longitudinal axis. 11.The vehicle roof stiffener of claim 10, wherein the at least one FRPportion comprises a front FRP portion and a rear FRP portion.
 12. Thevehicle roof stiffener of claim 11, wherein the front FRP portion formstwo corners of the vehicle roof stiffener and the rear FRP portion formstwo corners of the vehicle roof stiffener, wherein the at least onemetal portion includes two metal portions forming sides of the vehicleroof stiffener.
 13. The vehicle roof stiffener of claim 12, wherein eachof the at least one transition structure is located on one of the sidesof the vehicle roof stiffener.
 14. The vehicle roof stiffener of claim11, wherein the front FRP portion forms two corners of the vehicle roofstiffener and the at least one metal portion includes two metal portionsforming sides of the vehicle roof stiffener that extend to form rearcorners of the vehicle roof stiffener.
 15. The vehicle roof stiffener ofclaim 1, wherein the at least one transition structure includes a regionwith no embedded fiber where the transition structure is to be joined tothe at least one metal portion.
 16. A method of manufacturing a vehicleroof, comprising: providing at least one fiber reinforced polymer (FRP)portion of a roof stiffener including a plurality of metal tabs havingfiber tows embedded therein; and joining the plurality of metal tabs ofthe FRP portion to at least one metal portion to form the roof stiffenerhaving a central opening.
 17. The method of claim 16, further comprisingmounting the roof stiffener on a vehicle frame by joining at least oneof the plurality of metal tabs to the vehicle frame.
 18. The method ofclaim 16, further comprising mounting a roof panel to the roof stiffenerby joining at least one of the plurality of metal tabs to the roofpanel.
 19. The method of claim 16, wherein providing the at least oneFRP portion comprises: providing a plurality of transition componentscomprising the plurality of metal tabs having the embedded fiber towsextending therefrom; interleaving the embedded fiber tows with layers offiber fabric; and consolidating the layers of fiber fabric to form theFRP portion.
 20. The method of claim 16, wherein joining the pluralityof metal tabs of the FRP portion to the at least one metal portioncomprises welding the plurality of metal tabs to the at least one metalportion.